Fall - The Silver Falcons

Transcription

Honor, integrity, pride, fellowship — The rEAL Flight Crew!
The Official Newsletter of The Silver Falcons
Volume 13, Number 4
www.silverfalcons.com
Fall 2009
Cowladies
Anne Hughes, Jane Borrelli, Darlene Sanak, Mary Fullerton, Shirley Gordon,
and Kathy Williams riding the ferocious bull at Gilley’s Honky Tonk in Fort Worth
during our just ended and never forgotten convention
i
2009 Fort Worth Roundup
The rEAL Word | Fall 2009
1
Greetings to All,
P.O. Box 71372
Newnan, GA
30271
Board of Directors
Ron Shoop
President
Tel: (770) 929-1924
Bill Frank
Director
Tel: (770) 567-3763
[email protected]
[email protected]
Sandy McCulloh
Vice President, E-Mail Editor
Dick Borrelli
Newsletter Editor
Tel: (770) 491-0727
[email protected]
Stuart Hughes
Director & Database
Coordinator
Tel: (770) 229-2784
[email protected]
Hank Sanak
Director
Tel: (770) 254-1748
Fax: (770) 254-0179
[email protected]
Joe Zito
Financial Officer
Tel: (770) 252-0761
Fax: (770) 252-0758
Cell: (678) 523-1235
[email protected]
Tel: (770) 487-4255
[email protected]
The opinions expressed in The rEAL Word are the opinions of individual members
and do not express the opinions of the BOD or the organization.
Newsletter layout by KFD&P; 770 474-1953; [email protected]
The Silver Falcons is a group of former Eastern Airlines Pilots and Flight Attendants
who honored the picket line in 1989. It is incorporated and registered as a nonprofit
organization in the State of Georgia. The Silver Falcons is also registered as a tax
exempt organization with the IRS.
Dues are $25 per year for a Charter member and $10 per year for an Auxiliary
member. A life membership may be purchased for $500 for a Charter member and
$200 for an Auxiliary member. Dues and all correspondence should be mailed to:
The Silver Falcons, P.O. Box 71372, Newnan, GA 30271.
A quarter page ad for one year (Four issues) is $250. A half page ad, either
horizontal or vertical, is $500 a year. Every attempt will be made to put these ads
on the outside of the page rather than toward the middle. The back cover and the
inside of the front cover will be offered for full page ads only and will cost $1000 a
year. If you have a special event that needs attention for a short time, we will accept
single issue ads at $62.50 for a quarter page, $125 for a half page, and $250 for a
full page (If available). We will not decrease the content of the newsletter, but will
increase it’s size to accommodate our advertisers. Every attempt will be made to
insure that there is no more than one ad per page. The editor will have the right to
reject any ad that he deems objectionable, although we do not anticipate this as a
problem. All ads must be in black and white since we do not have color capability
at this time.
It will be the responsibility of the advertiser to supply a print ready ad to the editor
at least thirty days prior to publication of the newsletter. Every effort will be made
to accommodate any specific requests you may have. Publication dates are January
15, April 15, July 15, and October 15 each year. All materials can be mailed to The
Silver Falcons, P.O. Box 71372, Newnan, GA 30271, or contact Dick Borrelli at
this address, by fax at (770) 254-0179, or by E-Mail at [email protected] if you
plan to participate. Deadline for ads is at least 30 days prior to the publication
dates stated above.
2
I arrived at Ft. Worth not feeling too well
and wondered if I should have stayed in bed.
The antibiotics were beginning to kick in
and the camaraderie of the good guys began
to feel like old times. Judy and I drove there
in formation with Bill and Janice Rogers
with the opportunity to drive through the
tornado that struck Shreveport and toppled the
church steeple, crushed a car, and injured the
occupant. We saw that on TV after arrival at
the Hyatt. My apologies to everyone that I was
not in a good mood and irritable like a bear and
now you can see why. Everything was better from there starting with the
dinner at Cattleman’s with a steak that was prime quality. Hours of story
swapping in the hospitality room, cocktail party, and the banquet made
the following days whisk by, making it a top notch layover memory.
This convention crew can hold another Ft. Worth shindig like this
anytime and we all agreed, no questions asked, we will be there!
Mark Johnson, son of Lea Johnson, was only the third inductee voted
to honorary status in the Silver Falcons. He read a letter at the banquet
by his daughter concerning her acceptance of his ALS condition. There
wasn’t a dry eye left. $1,000 was voted to ALS from the flower fund
and an additional $150 was donated by one of the 50-50 winners at the
banquet. The Dizzy 3 was won by yours truly at the door prize drawing.
I couldn’t resist teasing them that although I’m an ancient birdman and
flew her, it was in PNA (Pacific Northern Airlines) colors and not EAL.
Never the less it sure looks great in my collection and thank you.
The business meeting was very active and produced some surprising
results. The financial health is stable but is projected to begin
dipping into reserve funds with no change. Maxine Peterson
made a stirring presentation on the flight attendant status and the
membership voted to bring them into the fold with full membership
and privileges. This action in effect now eliminates the slight loss
in revenue to cover them as they will now be equal at $25 annual
dues. Welcome aboard! Ed McGarvey presented a resolution
creating a new category of non-voting family members at $25
annual dues. There were several new members signed up before
we left Ft. Worth. As for new members, the board welcomes Bob
Ramsey and Dave Ingle to replace Sandy McCullough and Stu
Hughes. Thank you guys for your service.
The plaque resolution of last year was withdrawn due to
complications of by-laws and because some did not wish to support
it with dues. However the board is unanimous in supporting it by
voluntary contributions and many members also indicated their
desire to do the same. You can easily make a contribution over and
above your dues and indicate if the amount is for the flower fund or
plaque. The feedback on the status of the plaque is that it still not
settled but the committee will still be available to assist REPA and
work with them on all ideas. The Silver Falcons are not against
supporting this and wish all EAL pilots to so note.
The board was given the task to organize the 2010 convention in
ATL approximately the middle of September next year. Standby for
further information as it becomes available. The 2011 convention is
designated for SAT.
It was a great time as always and thank you all who made it possible.
Ron Shoop,
President
The Holidays will soon be here and plans are made for our
Annual Christmas Dinner. We will gather Friday,
December 4, 2009, at Petit Auberge in NE Atlanta.
Out-of-towners are encouraged to join us and we welcome our REPA friends.
Please mark your calendar and plan to attend. Bring your friends.
Cash Bar Cocktail Hour begins at 6:30 PM with Dinner at 7:30
rpzpr
Artichoke & Tomato Soup
rpzpr
Holiday Trio Salad
Seasonal mixed greens, tomatoes vinaigrette, mushroom salad
rpzpr
Entrée choices include:
1. Chicken Piccata
2. Sautéed Snapper “Riviera”
3. Pan Seared Pork Tenderloin
4. Veal Viennese
Breaded Veal in a Lemon Butter Sauce
5. Grilled Filet Mignon
rpzpr
Dessert – Layered Sherbet Meringue
Layers of Sherbet, Ice Cream amd Meringue served on a Vanilla Sauce
Coffee and Tea
Petit Auberge
2935 N. Druid Hills Rd. · Atlanta, GA 30329 · 404-634-6268
The cost is $44.50 per person including tax and gratuity
If you would like to attend please fill out the enclosed application and return it as soon as possible. The absolute cut off
date for reservations is December 1, 2009. Our annual christmas dinner has become nearly as popular as our convention
and the attendance is nearly as great. Plan to be there!
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Air Force Training More Pilots
for Drones than Manned Planes
By Walter Pincus, Tuesday, August 11, 2009,
Washington Post
The Air Force will train more pilots to fly
unmanned aerial systems from ground operations
centers this year than pilots to fly fighter or bomber
aircraft, Gen. Stephen R. Lorenz, the commander
of Air Education and Training Command, told an audience Friday.
What these aircraft bring “to the table is the
ability to stay in position or maneuver over
large areas for a long period of time, and
that’s where a person in an aircraft becomes a
limitation,” Deptula said. Without individuals
in the aircraft “you can maintain your position
for a long period of time with the opportunity
to either watch or strike.” Today one ground-based pilot flies one Predator,
Lorentz’s remark illustrates the major transformation occurring within that
service. In a Pentagon session last month, Air Force Vice Chief of Staff Gen.
Will Fraser told reporters that the unmanned systems are “delivering gamechanging capabilities today, and ones that I’m confident will continue to be
invaluable in the future.”
Technicians and mechanics from General Atomics move
the Predator B, an unmanned surveillance aircraft, from
an air hangar at Fort Drum, N.Y., on June 18. (By Heather
Ainsworth – Associated Press)
At that July 23 briefing, Air Force officers spelled out the growth of what they
call the “ISR [intelligence, surveillance and reconnaissance] transformation” of
their service.
Today, the Air Force is flying both Predators and the more capable Reapers
over Iraq and Afghanistan in 35 simultaneous orbits, each of which is a combat
mission that keeps an aircraft aloft 24 hours a day. The target is to have 50
orbits by 2011.
A Predator was used over Pakistan last week in an attack that apparently killed
Pakistani Taliban leader Baitullah Mehsud.
Right now there is basically one sensor in each Predator whose surveillance
system provides 10 full motion video images simultaneously to forces on the
ground, according to Lt. Gen. David Deptula, Air Force deputy chief of staff
for ISR. Deptula also attended the July briefing. The newest version of the
Reaper flies faster than the Predator, up to 250 miles per hour, carries more
arms and will beam back to ground forces up to 30 video images. Troops on the
ground, using new equipment called Rover (remote operations video enhanced
receivers), literally see what the aircraft’s sensor and the ground-based Reaper
pilot—thousands of miles away—see. Rover also allows ground troops to send
queries up to the aircraft.
Where Reaper with its four sensors can cover over six square miles, a more
advanced version with six sensors, scheduled to be available in 2013, will be
able to cover over 20 square miles. It also will beam back 65 separate video
images to the ground.
assisted by two analysts. By 2013 the Air Force expects technology to permit
one pilot to fly three Reapers, and to fly four in a crisis.
Another advantage over manned aircraft is that there is always a fresh crew on
the ground, “which enables any sort of persistence,” said Col. Eric Mathewson,
director of the Air Force UAS Task Force, at the July briefing. There are 1,000
Air Force personnel flying these unmanned operations today and none is in
harm’s way, according to charts at the briefing.
He added that an unmanned aircraft could be designed to stay airborne for five
years, “and I can man it that entire five years with little fatigue.” In fact, the
Defense Advanced Projects Agency has a project called Vulture that is trying
to do just that.
While there are five launch and recovery units in the Iraq-Afghanistan-Pakistan
theater, the global operations center is at Creech Air Force Base, Nev., with
five other centers in North Dakota, upstate New York, Arizona, Texas and
California.
The hasty push of unmanned systems into the Iraq-Afghanistan battle area has
shown some vulnerabilities, however, including the need for a better sorting,
processing and distribution of the massive amounts of intelligence collected.
That problem will only get worse with the new sensors.
In addition, the House Armed Services Committee complained in its report on
the fiscal 2010 defense authorization bill that money meant to fund the Predator
portion of the planned fleet was redirected to the Reaper program, which doesn’t
have enough aircraft in the pipeline to meet the 50-orbit goal.
A long-term issue for the unmanned systems such as the Predator and Reaper
aircraft is how to protect them when they operate in an area where the enemy
has sophisticated air defenses and the United States does not control the airspace.
Deptula conceded survivability is a concern. He said the service is looking at
countermeasures and “low observability,” which means stealth aircraft that fly
fast—even at hypersonic speeds—and cannot be picked up on radar.
Will the unmanned aircraft ever completely replace either bombers or fighters?
In delivering weapons on target, Deptula said, “Yes, you bet.” But when it
comes to controlling airspace, flying against enemy fighters, the general said,
the technology cannot yet achieve 360-degree awareness. A human brain is still
superior in the assimilation of information and responding to it.
“Someday we might be able to, but until then, we’ll still have manned aircraft,”
the general said.
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Pilot Speak
AIRSPEED - Speed of an airplane. (Deduct 25% when listening to a
retired fighter pilot.)
BANK - The folks who hold the lien on most pilots’ cars.
CARBURETOR ICING - A phenomenon reported to the FAA by
pilots immediately after they run out of gas.
CONE OF CONFUSION - An area about the size of New Jersey
located near the final approach beacon at an airport.
CRAB - A VFR Instructor’s attitude on an IFR day.
DEAD RECKONING - You reckon correctly, or you are.
DESTINATION - Geographical location 30 minutes beyond the pilot’s
bladder saturation point.
ENGINE FAILURE - A condition that occurs when all fuel tanks
mysteriously become filled with low-octane air.
FIREWALL - Section of the aircraft specifically designed to funnel
heat and smoke into the cockpit.
FLIGHT FOLLOWING - USAF Formation flying.
GLIDE DISTANCE - Half the distance from an airplane to the nearest
emergency landing field.
HOBBS - An instrument which creates an emergency situation should it
fail during dual instruction.
HYDROPLANE - An airplane designed to land long on a short and
wet runway.
IFR - A method of flying by needle and horoscope.
LEAN MIXTURE - Nonalcoholic beer.
MINI MAG LITE - Device designed to support the AA battery
industry.
NANOSECOND - Time delay between the Low Fuel Warning light and
the onset of carburetor icing.
PARACHUTES - The two chutes in a Stearman
PARASITIC DRAG - A pilot who bums a ride and complains about
the service.
RANGE - Usually about 3 miles short of the destination.
RICH MIXTURE - What you order at another pilot’s promotion
party.
ROGER - Used when you’re not sure what else to say.
SECTIONAL CHART - Any chart that ends 25 nm short of your
destination.
SERVICE CEILING - Altitude at which cabin crew can serve drinks.
SPOILERS - FAA Inspectors.
STALL - Technique used to explain to the bank why your car payment
is late.
STEEP BANKS - Banks that charge pilots more than 10% interest.
TURN & BANK INDICATOR - An instrument largely ignored by
pilots.
USEFUL LOAD - Volumetric capacity of the aircraft, disregarding
weight.
VOR - Radio navigation aid, named after the VORtex effect on pilots
trying to home in on it.
WAC CHART - Directions to the Army female barracks.
YANKEE - Any pilot who has to ask New Orleans tower to “Say
again.”
DD-214s are online
It’s official, DD-214s are NOW Online. Please pass it on to other
vets.
The National Personnel Records Center (NPRC) has provided the
following website for veterans to gain access to their DD-214’s
online: www.vetrecs.archives.gov
This may be particularly helpful when a veteran needs a copy of his
DD-214 for employment purposes.
NPRC is working to make it easier for veterans with computers and
Internet access to obtain copies of documents from their military
files. Military veterans and the next of kin of deceased former
military members may now use a new on-line military personnel
records system to request documents.
Other individuals with a need for documents must still complete the
Standard Form 180, which can be downloaded from the website.
Because the requester will be asked to supply all information
essential for NPRC to process the request, delays that often occur
when NPRC has to ask veterans for additional information will be
minimized.
The new web-based application was designed to provide better
service to these requests by eliminating the records center mailroom
and processing time.
Additional documents and services such as awards and medals
eligibility, replacement medals, benefits and claims, health and
medical records, etc., can be provided by NPRC upon request.
Please pass this information on to all retired military service
members and their dependents and to all veterans you know. Be
sure to log on and check out this useful website.
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Obituaries
Captain John Deyton
We announce with deep regret the passing of
Captain John Deyton, 77, who passed away
Sunday, Oct. 11, 2009, at his home in the
company of his family.
Funeral services were held., Thursday, Oct.
15, at Greene Funeral Home Northwest
Chapel, with the Rev. Gene Feagin officiating. Burial followed at Forest Hills Cemetery
with full military honors conducted by The
Honor Guard of Frank Roach Post #34 of the
American Legion.
John was born June 27, 1932, in Kannapolis, NC, to the late Robert T.
and Sally Kate Deyton.
While growing up in Kannapolis, he was a member of the Boy Scouts
and played football for Cannon High School. He attended North
Carolina State University on a swimming scholarship and played several positions on the Wolfpack football team.
After college John became a pilot in the U.S. Air Force where he flew
B-52s with the Strategic Air Command during which time he flew 26
bombing missions out of Guam during the Viet Nam War. Following
his enlistment he joined Eastern Air Lines where he flew commercial
airliners for 22 years and retired as a captain in 1988. He was a member
of W.H. Booth Lodge #380 A.F.M. in Shreveport, La., and also a 32nd
Degree Scottish Rite Mason. His professional associations included
memberships in The Silver Falcons and Airline Pilots Association
(ALPA). He was also a member of Trinity Methodist Church in York,
S.C.
John is survived by his wife, Sandra J. Deyton; his daughter, Diana E.
Deyton of York; his son, John R. Deyton Jr. and wife, Robin of Clover,
S.C.; his brother, Arleigh G. Deyton of Charlotte, N.C.; his sister,
Ruth Covington of Richmond, Va.; two granddaughters, Alexandra E.
Deyton and Raquel K. Deyton, both of Clover; and many nieces and
nephews.
In addition to his parents, John was preceded in death by his older
brother, Roy Deyton, formerly of China Grove, N.C.
If you had the pleasure of sharing John’s cockpit then you had the rare
privilege of flying with a true aviation professional and a pilot who
loved his work! Fly on, John. The layover is worth the trip!.
Captain John Litzenberger
Captain John John D. Litzenberger, 76, of Fayetteville, Georgia
died August 17, 2009. He proudly served in The United States marine
Corps, became a Pilot for Eastern Air Lines, and retired as a Captain
after 26 years of service. He passionately supported our US troops.
Captain Litzenberger was a loving husband, father, grandfather, cousin,
and brother-in-law. He is survived by his wife, Sue Litzenberger;
sons, David and Rita Litzenberger, of Dallas, GA, Michael and
Sherry Litzenberger of Turin, and Kevin and Clarissa Litzenberger of
McDonough; and grandchildren Cole, Jesse, Tristan, Mackenzie and
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Riley. A Memorial Service was held Wednesday, August 19, 2009 at
4:00 PM at C.J. Mowell & Son Chapel, Fayetteville with Pastor John
Hobbs officiating. In lieu of flowers, donations may be made to the
Salvation Army. A committed and loyal member of The Silver Falcons,
John will be sorely missed by all of his friends and especially by those
who had the privilege of sharing his cockpit. John and Sue were a formidable team on an airplane. Alone, each was special—together they
were truly a matched set! Blue skies, John!
Captain Ralph and Mrs. Jolene Smith
Captain Ralph and Jolene
Smith entered into rest together
while in flight to their home on
Sunday, October 4th, 2009.
Captain Ralph Smith, Sr.
was born July 10, 1935 in
Phoenixville, Pennsylvania to
Raymond Oscar Smith and Johanna Maire Henkels. He graduated from
Spring City High School and later attended Parks College receiving his
pilots certificates following his schooling he served in the U.S. Air Force.
During his service in the military he married Jolene Bailey September
10, 1955 in East St. Louis, Illinois. Following his military service they
returned to Cahokia, Il where Ralph earned his flight instructors rating
at Parks College after which he preceded to Maine where he flew crop
dusters and hunting parties into Canada. Afterwards he began working
for Westinghouse as a pilot. He later flew for Eastern Air Lines for
over 32 years as well at United Express and Ryan International. He
and Jolene came to Arizona 9 years ago settling in Aguila at Eagle’s
Roost Air Park where they remained actively flying. Ralph and Jolene
enjoyed, flying, RVing, motorcycles, camping and traveling. He was a
member of the Redeemer Lutheran Church in Wickenburg, American
Legion, Veteran’s of Foreign Wars, QB’s (Quiet Birdmen), Silver
Falcons, Goldwing Roadriders Association, Short Wing Piper Club and
the Comanche Society.
Jolene Bailey Smith was born January 22, 1938 in Cahokia, Illinois
to Loren Bailey and Margaret Draper Bailey. She was raised there and
attended schools there. She married Ralph after high school and they
moved to Gallup, New Mexico shortly thereafter to be together during Ralph’s military service. They later returned to Cahokia, Illinois
where she was a homemaker and mother and also began a career in
banking and worked in all capacities in banking eventually as a bank
manager. Jolene was a member of the Order of the Eastern Star and a
member of the Redeemer Lutheran Church in Wickenburg. Surviving
family include sons: Ralph R. Smith, Jr.(Sherri) of Du Quoin, Illinois
and Dwight L. Smith (Sonya) of Culpeper, Virginia. Grandchildren:
Erin Muchowski of Roebling N.J., Ryan Smith of Richmond, VA.,
Kyle Smith & Nicholas Smith of Culpeper, VA. a great-grandhild
Ava Grace Muchowski and sister Patricia Gallow of Phoenixville, PA.
Memorial contributions in Ralph and Jolene’s memory may be made to
the American Heart Association at americanheart.org
It is difficult to write of the passing of any one of our members, but
when a husband and wife, whom we have all known so well for so many
years, pass together then the task simply becomes heart rending. May
you both share eternity in peace!
Bill Bennett’s Last Trip
Captain Bill Bennett
on his final flight as an
airline pilot, July 21,
2009
News Release
The Furlong’s didn’t make the Annual Reunion this
year for the first time in history, but their oldest
grandchild, Channing Lawson, made an appearance
in the Junior League World Series recently. His
team from Easley, SC won the South Carolina
Championship and then faced the best of the
Southeast teams and emerged as the Champions
of the whole SE also. The five Regional US Champs
and five International teams met outside of Detroit
in August and played for the World Title. While
Easley didn’t prevail there also, they played well
and had a good time as one of the top ten teams in
the world.
770 643-7648 / 800 965-3168
Fax 770 643-7650
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The Editorial
Our convention in Fort Worth is over and a good time was had by
all! Our group of enthusiastic hosts could not have been nicer or more
prepared, and gave us a party to be remembered for years to come.
It seems each convention gives us a new benchmark to be exceeded.
The plans for the 2010 convention are to hold it in Atlanta with 2011
to be held in San Antonio. You will be informed about these as the
plans progress.
Our convention committee in Fort Worth did an outstanding job
and actually came in a bit under budget. They did so well we may
let them do it again. One of the highlights of our gathering was the
entertainment provided at both our cocktail party and our banquet by
Conrad Olson And His Home Grown Band. Conrad is a former
Eastern Pilot, retired from Southwest Airlines, and is a new member of
The Silver Falcons. He is a well known presence on the Texas Country
Music scene and provided us with the mood, the music, and the class
to put our convention over the top. Conrad offered to entertain us free
of charge at the banquet and then extended the offer to include the
cocktail party too. Thanks, Conrad, you’re a true gentleman!
President Ron Shoop held a well organized and record breaking
business meeting and an amazing amount of business was transacted.
REPA apparently has no current plan in place concerning the future
location or disposition of the honorary plaque at the Atlanta Airport
and last years resolution was rescinded as unworkable, and not
allowed by our By-laws. All Silver Falcons that want to support the
plaque are urged to make voluntary contributions to the plaque fund.
Send the money to Joe Zito with an appropriate designation and he
will forward it to REPA.
The entire membership structure of The Silver Falcons has changed
and the category of Auxiliary membership for the Flight Attendant
members was abolished after a moving plea for equality from Maxine
Peterson. A motion was presented and a unanimous vote was taken and
the Flight Attendants are now Charter Members with a full vote, the
ability to hold office, and annual dues of $25.00. Our Flight Attendants
supported the strike in 1989 without the support of their union and with
no strike benefits of any kind. Our Strike Center in Atlanta actually
set up a food bank to assist them! Our Eastern Flight Attendants who
walked beside us were the true heroines of our fight against Frank
Lorenzo. Their sacrifice tends to be forgotten and recognition for what
they have done is long overdue. We are proud to welcome you as full
members of The Silver Falcons!
Mark Johnson, son of Captain Lea Johnson, Silver Falcons
supporter, and our long time convention bartender was unanimously
elected an honorary Silver Falcon. Mark has been our inspiration and
our hero as he has gallantly fought Lew Gehrig’s disease (ALS) for
nine years. Welcome aboard, Mark! The position of Honorary member
has been a closely guarded and infrequently awarded privilege that The
Silver Falcons have only granted three times in the past fourteen years.
To be an honorary Silver Falcon is to receive the greatest recognition
for accomplishment, character, and service that we can bestow. No one
deserves it more!
After a short discussion, a motion from Captain Ed McGarvey to
create a Family Membership category was passed and is now in effect.
Membership is $25.00 per year and is open to immediate family
members and blood relatives, has no voting privileges, and requires a
sponsorship from a Charter Member. This move will allow us to expand
our membership while still being able to control the quality and high
standards of Silver Falcons membership. We are an Eastern Family and
our families have always been a participative part of this. It was the
crew members that did not have support at home who eventually caved
in and crossed the line. We have our families to thank for giving us the
support to hold fast and they deserve to be Silver falcons too!
In a nutshell, all memberships in The Silver Falcons are now $25.00.
The reason for this is very simple. It costs $17.50 per member, per
year, to publish and mail the newsletter and a minimum annual
contribution of $25.00 allows us to do this, cover all our administrative
costs, and perhaps even save a little. In fourteen years of operation,
with inflation running rampant, postage rising at an alarming rate,
membership income dwindling (Currently we have forty widows
with full membership privileges on our list), and fewer and fewer
new members coming in because, let’s face it, they aren’t making any
new Eastern crew members, we have remained solvent and have not
had to raid the general fund! Maximum dues have never been raised
above $25.00! Folks, no matter how you cut it, that’s a hell of an
accomplishment! We are still solvent, membership is relatively stable,
and the dues are still cheap! WOW!
Dick Borrelli,
Editor
8
New Grandbaby!
Introducing Master Henry Thomas Chapman,
born September 13, 2009 to David and Maddy
Chapman. Henry weighed in at seven pounds,
ten ounces. He is the great grandson of
Captain J-Ron Wheeler. Captain J-Ron was
our mystery pilot in last month’s newsletter
and, although questioned by many people, no
one was able to identify him. At least six people approached me at the convention to ask
who he was. Bad for you, J-Ron, you’re just
not pretty any more!
Layabed
The following Silver Falcons and family members are currently
under the weather and would appreciate calls, cards, and visits
from friends. A card or a friendly voice can do wonders when a
person is really hurting!
It’s easy to get on the Lay-A-Bed list. All it takes is a bad headache
and a big mouthed friend. Getting off the list is another matter
altogether! No one ever tells us when they get well!
Therefore we have had to make rules to control this situation. In
the future:
1. When the flower dies, take your name off the lay-a-bed list
whether you are sick or not.
2. If you are still sick, put your name back on the list and we will
send you a new flower!
3. When the new flower dies, go back to rule one!
Captain Bob Ramsey
3173 Inman Park Ct.
Marietta, GA 30062
[email protected]
(770) 977-5424
Captain Tim Chase
109 Carols Lane
Locust Grove, GA 30248
[email protected]
(770) 320-8526
Mrs. Dee McKinney
Wife of Capt. Clancy
McKinney
2860 Roxburgh Drive
Roswell, GA 30076
[email protected]
(770) 475-1129
Mrs. Pauline Mallary
Wife of Capt. Pete Mallary
221 Magnolia Church Rd.
Statesboro, GA 30461
[email protected]
(912) 587-2376
Captain Doyne Langrell
4373 Chateau Ridge Lane
Castle Rock, CO 80108
[email protected]
(303)688-9751
9
CARIBAIR –
CARIBBEAN-ATLANTIC AIRLINES
Only Caribair Goes All the Way
by Bruce Drum
Welcome aboard! Captain Philip Hutchinson posed for the camera on the San Juan ramp in 1968. Captain Hutchinson was ready to fire up the
piston-powered, JATO-assisted Convair 340-02 N3409 (msn 26) for the short flight shuttling tourists and business people to the islands. N3409
appears in the 1949 yellow and red colors. The 340s never wore the later 1965 “Caribbean blue” livery except after they were converted to the
turbine-powered 640Ds. Captain Hutchinson was hired by Caribair’s Executive Vice President and General Manager Jose M. Sierra, with a little
help from his mother. (William W. Sierra)
T
his year the former employees, family and friends of Caribbean-Atlantic
Airlines, Inc. will assemble once again. They will take a bit of time to
fondly look back and celebrate the 70th anniversary of the founding of the
regional carrier. This airline was certainly different. It proudly displayed the
American flag on its airliners; however, it was firmly planted in the Caribbean
as “Puerto Rico’s airline”. It also carried a Latin accent. As with most small
airlines, the operation often resembles a close family. The successes are always
more personal and the lows often bring the group even closer together. Having
their story told has been long overdue.
22
10
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AIRLINERS
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NOVEMBER/DECEMBER 2007
The Powelson Line “fleet” is pictured resting between flights at San Juan. Powelson had its own airfield near the San Jose Lagoon that is adjacent to
the current day Luiz Munoz Marin International Airport (SJU). After the name change in 1939, the fleet grew to four Stinson SR Reliants in 1941.
A fifth was added a year later to meet the increased demand for the Virgin Islands flights. The company would later move to Isla Grande Airport next
to downtown San Juan and finally to the current day international airport in May 1955. (Files of CBA)
It All Started with a Rum Distillery
In 1937, a young pilot named Dennis
Powelson saw the early potential for aviation in Puerto Rico and the surrounding
islands. The Mercedita Distilling Co. in
Ponce had a need for air transportation,
and Powelson offered to transport the
executives. Feeling confident of his early
charter success, Powelson established
the Powelson Line a year later with
10-passenger Stinson SR Reliant
trimotors. A daily service was offered
between Ponce and San Juan, the two
principle cities on the island. A total of
444 passengers were air lifted on the
30-minute flights in the first year by the
fledging Ponce-based airline.
neighboring U.S. Virgin Islands – the
daily flight from San Juan to St. Thomas
charged $10 for a one-way fare.
The company also operated between
St. Thomas and St. Croix twice a week.
The growing airline was becoming
attractive to others. George T. “Ted”
Baker of National Airlines, agreed with
Powelson to trade some of each other’s
company stock. As part of the deal,
Baker sent some of his personnel and two
14-passenger Lockheed 18 Lodestars to
the islands. Baker was actually trying to
take over Caribbean-Atlantic without a
formal merger agreement that would
need the approval of the CAB. However,
the CAB caught on and squashed the deal
Caribbean-Atlantic Airlines is Born
On February 27, 1939, the Powelson
Line
became
Caribbean-Atlantic
Airlines, Inc. under the laws of Puerto
Rico, a commonwealth under United
States law. The name change was necessary because it needed a more regional
name to reflect its ambitions to expand
outside of Puerto Rico. Like any U.S. airline, the Federal Aviation Administration
(FAA) and the Civil Aeronautics Board
(CAB) rules and decisions governed the
young airline. Later in the year on
December 16, the company stretched its
wings and inaugurated services to the
National Airlines created this design, shown
here in the May 15, 1945 timetable. It had a
tagline that read, “Proposed subsidiary of
National Airlines, Inc.” This logo probably
was never painted on the leased National
Airlines Lodestars.
– It issued a Cease and Desist Order
to both companies. The Lodestars and
the National personnel were returned
to Florida.
After World War II, in 1946,
Powelson sold the airline to the Trigo
brothers, namely Dionisio, Benigno and
Juan. The brothers had their family
roots in Spain, and had a vision of an
expanding Puerto Rican airline that
would grow into the Caribbean.
The First Douglas DC-3s Arrive
In May 1946, the first two
30-passenger Douglas DC-3s entered
service. DC-3-313 N21787 (msn 2186)
and C-47A-DL N79044 (msn 9654)
came from Pennsylvania Central Airlines
(PCA), and flew for several years in
basic PCA colors. The “P” was
conveniently painted over leaving only
the “CA” letters for CaribbeanAtlantic. A triangle-shaped logo was also
developed for the DC-3s. The new
This “winged triangle” design was applied
to the DC-3s from 1946 to 1949. The early
ex-PCA DC-3s wore the basic PCA livery
(minus the “P”) with this logo.
23
11
Caribair, continued
On July 20, 1948, the CAB authorized Caribbean-Atlantic Airlines to adopt the shorter “Caribair” name. Caribair would operate 11 individual DC-3s, a
mixture of DC-3 built airliners and ex-military C-47s. The Trigo brothers were inspired by the colors of the Spanish flag and developed this yellow and
red livery. The DC-3s were the first type to wear the pictured yellow and red livery. All of the DC-3s carried this distinctive livery. The pictured DC-3D
N34970 (msn 42966) is seen at a stop at St. Maarten in 1961 (St. Maarten was added in 1958). Jose Sierra insisted that all of the airplanes be
spotless and this picture underscores this point. A C-47A-DK (N1549V, msn 13480) crashed on takeoff at San Juan on September 22, 1964. It
stalled and crashed, but the two crew members flying the ferry flight survived. The DC-3s would be phased out in 1967. (Captain Philip Hutchinson)
The ground crew meets Douglas DC-3-313 N21787 (msn 2186) in the early 1950s at San Juan. Ship 200 as N21787 was known in the company,
was delivered on April 29, 1946, and introduced the yellow and red livery in 1959. It would remain faithful, operating for 22 years with Caribair, until
November 4, 1968. (Dean Hochstetler, from the Lehman Collection, http://flickr.com/photos/tlehman/)
airliners allowed the airline to expand and carry
more passengers under the new ownership.
Under the brother’s leadership, 66,950
passengers were carried in the first year.
The family, however, needed an experienced
airline veteran to handle the expansion.
Jose M. Sierra, with his previous experience at
TWA and Pan Am, was hired in 1946 as the
Chief Pilot and Operations Manager. Sierra ran
a tight ship. He was strict, but fair-minded.
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AIRLINERS
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Sierra was responsible for all aircraft purchases
starting with the DC-3s. Jose would quickly
become Vice President of Operations and
Chairman of the Executive Committee.
The famous guard house (“garita”) symbol inspired
by the Castillo de San Felipe del Morro “El Morro”
fortress in old San Juan became the logo in 1959,
when the yellow and red livery was introduced on the
DC-3s. This logo would be modified when the newly
delivered Convair 340s arrived in 1962, but the
colors were retained.
Caribair, Continued
An Era with the Convairs Commences
After careful consideration for a
DC-3 replacement, the Convair 340 was
found to be suitable to replace the sevenstrong DC-3 fleet. Initially, five
ex-Braniff Airways types were acquired
from Texas. However, the airline operated from some very short runways, in particular, from the Harry S. Truman Airport
in St. Thomas. The FAA insisted on an
extra safety margin. The Convairs would
need a bit of extra lift. They would be
fitted with Aerojet’s JATO (Jet Assisted
Take-Off) rockets. A total of 36 of
Caribair’s 64 pilots were trained for the
upgrade. On July 10, 1962, the first two
(of five) 54-passenger Convair 340-32s
went into service.
Caribair would eventually operate nine individual ex-Braniff Convair 340-32s. In addition, two Convair 440s (N4405 and N45003) would be leased
from General Dynamics in the 1966 to 1967 period to cover the aircraft shortage while the 340s were being converted to 640Ds. N4405 wore a
basic Hawaiian Airlines scheme without titles. Seven of the 340s would be converted to the Rolls-Royce Dart powered 640D turboprop model;
Caribair was the first airline to place orders for the type. It was also the first airline to put the type into revenue service on December 1, 1965.
The first converted Convair was the pictured N3407 (msn 20), sitting forlornly on the San Juan ramp near the end of its career. N3407, in the
beginning, wore an experimental scheme that did not carry the traditional stylized watchtower, “garita”, logo on the tail. It was actually the second
converted Convair (N3420, msn 64) that introduced the 1965 “Caribbean blue” color scheme with featured a redesigned garita logo which gave
the impression of a “C”. When this picture was taken in May 1973, N3407 was already out of service. After the acquisition by Eastern, it was
overhauled and it went to Zantop International. (Bruce Drum)
The triangular watch tower logo
was launched in 1962, with the
arrival of the first Convair 340.
The serviceable DC-3s were progressively repainted with this new
logo until the last one was retired.
There were a couple of 640Ds, specifically N3408 (msn 21) and the pictured N3411 (msn 31) at St. Croix,
that sported a unique variation of the Caribbean blue color scheme. This version featured a broad yellow
cheatline, and was introduced in 1966. This alternate design was applied after the first four 640Ds were
delivered in the Caribbean blue scheme. However N3408 was declared an insurance write off on January
23, 1967 at San Juan. The serviceable left wing of N3408 was mated with N3420 that was also damaged
at San Juan four months later. By the time Eastern was ready to merge with Caribair in 1973, only two 640s
(N3412 and N3417) were in flying condition. These two would fly without titles for Eastern from May 15,
1973 to December 1, 1973. (Robert Drum)
25
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Caribair, continued
The blue modernized logo was applied on
the second Convair 640D which arrived in
January 1966. The first 640D wore the
experimental blue scheme without the watch
tower logo. The guard tower outline design
cleverly gives the impression of a “C”.
The “Caribbean blue” livery was introduced in
1965, without this logo that was added later.
Eventually all of the 640s and DC-9-31s
would adopt this logo and color; the two
non-converted Convair 340s never adopted
this logo or blue scheme.
We Need Jets to Compete with Pan
Am and Others
Caribair recorded its highest yearly
operating profit in 1965. It was a profit of
$422,074 – not exactly a large sum of
money, even for 1965. However, it was
the golden era for Caribair. In fact, 1962
to 1966 would be the most profitable
period, as it posted a profit of $929,081.
Caribair always operated in the shadow
of the U.S. flag carrier, Pan Am. In
February 1966, Pan Am upped the ante
by introducing Boeing 727 jet service
on the New York (JFK) to St. Thomas
route, threatening Caribair’s loads on
the lucrative San Juan–St. Thomas
connecting flights. Eastern and Trans
Caribbean were also authorized to fly
nonstop to the Virgin Islands, with jets
from the mainland.
In addition, Puerto Rico International
Airlines (PRINAIR) was formed in 1966
that contributed greatly to Caribair’s
ultimate demise. The unregulated air
taxi operated 19-passenger DH.114
PRINAIR Herons on many of Caribair’s
routes. By the late 1960s, no less than
20 air taxi operators were skimming off
traffic on the lucrative San Juan–Virgin
Islands routes. Caribair needed to expand
on the longer haul routes in the
Caribbean. St. Kitts and St. Lucia joined
the network in 1966. On December 19 in
the same year the CAB authorized the
carrier to fly to the islands as far south as
Trinidad and Tobago. Martinique and
Barbados were added in 1967. The
system map now stretched from Santo
Domingo in the west to Barbados in the
southeast. The Douglas DC-9-31 was
selected for these new longer range
routes. It had to remain competitive.
The Convair 640D aircraft never met
the sales pitches and promises of the
manufacturers. They were continuously
underperforming, especially on fuel
consumption, and they were often in for
maintenance. They also needed frequent
overhauls as the FAA still mandated
JATO rockets with the turboprop Dart
engines. Caribair ended up taking both
General Dynamics and the Rolls-Royce
Division to court. It pleaded its case to
the court that the converted turboprop
aircraft was not living up to the
specifications. After several years of
litigation the court finally ruled in
Caribair’s favor. The problems associated
with the Convair 640D were a significant
contributing factor to Caribair’s ultimate
demise.
On January 23, 1967, the company
began daily service between San Juan
and Trinidad. However, the good news
was only short term. On the same day, a
Convair 640D (N3408) operating as
Flight CB 101 touched down 250 feet
short of the runway while landing at San
Juan. The nose and right main gear
collapsed causing the right wing to
separate. The number two engine also
The first DC-9-31 was N938PR (msn 47098) that was delivered on June 1, 1967 – the initial registration of N1938R was not used. N938PR, unfortunately, arrived late and was immediately shipped off to Air Canada for six months during the slow summer months. It finally entered revenue service
for Caribair on December 2, 1967. The DC-9s wore the tropical Caribbean blue look and each was dubbed a “Fiestajet”; in the beginning they wore
just Caribair titles. Later around 1968 additional “Puerto Rico” subtitles were added. This was part of an effort by Caribair to convince local officials
that they needed to financially support the “Puerto Rican flag carrier” when the times got tough. It also had another intention of staving off any political moves to force a merger with PRINAIR. However, the local political support never materialized. The second DC-9-31 was the pictured N939PR
(msn 47120) that arrived on December 12, 1967, 10 days after N938PR entered service. It is seen leaving the gate at San Juan during 1968
Christmas holidays. N938PR became N8988E with Eastern and N939PR was re-registered N8990E when Eastern absorbed the DC-9s. A third DC-931, N967PR, would arrive on March 23, 1968, later becoming N8989E with Eastern. (William W. Sierra)
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AIRLINERS
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Caribair, Continued
separated. Fortunately there were no
injuries but the newspaper headlines did
not help the reputation of the company.
As a result, the company slid further
into the red in 1967. It reported a massive
net loss of $1,236,328. The Trigo family
needed financial help to survive. It
reached out to the General Host
Corporation, which specialized in food
service and tourism. General Host agreed
to exchange 500,000 General Host
shares for 529,479 Caribair shares.
In addition, General Host injected
$3.2 million in cash to keep the airline
flying. However, one strong condition
was the airline could not lose over three
quarters of a million dollars in any given
financial year. This stipulation caused the
agreement to fail quickly in the next year.
It was cancelled on February 1, 1968,
when CB’s losses exceeded the agreedupon limit.
Good news finally came later in
1968, when President Lyndon B.
Johnson approved the CAB’s decision to
award the airline permanent authority to
operate to every point (except Cuba) in
the Caribbean, including Miami and the
Bahamas, subject to foreign government
approvals. However, the Miami route
award was a restrictive award and the
aircraft were forced to route through
Santo Domingo and Port-au-Prince. A
new “Only Caribair goes all the way”
slogan was developed to emphasize its
expanding route map.
Unfortunately the situation further
deteriorated in 1969. Traffic declined in
the Caribbean, and the unreliability of
the Convair 640Ds forced the company
to substitute the longer-range DC-9s on
the short and uneconomical Convair
routes when the turboprops broke down.
By mid-year, the company was in a
severe financial crisis. It had lost over
$3.2 million in 1968, and was bleeding
$2.8 million already in the first quarter of
1969. It could not continue operations
without a subsidy. The CAB steadfastly
declined to help.
Eastern Airlines and Caribair Begin
Discussions
Eastern approached the failing airline
about a possible takeover. However, the
initial discussions failed as Eastern
considered the initial asking price to be
excessively high. Other airlines were
approached, but respectfully declined.
On August 12, 1969, another bigger
tragedy struck the company. DC-9-31
N938PR ran off the short, wet runway at
St. Thomas. The aircraft hydroplaned
through the security fence into the street
hitting a car and injuring one person on
the ground. The bad publicity with the
crash and unreliability of the Convairs
forced the company to take drastic
actions. It immediately grounded the
Convairs, and suspended service to the
previous Convair cities of Ponce,
bankers and Eastern. Eastern at this point
was only interested in parts of Caribair.
“Papi” Carrion asked Eastern to take a
look at buying the entire airline. The
losses continued – Caribair lost $7.4 million in 1969. The situation was becoming
even more critical.
By July 1970, Eastern indicated it
was interested in pursuing a complete
purchase, pending a CAB approval, if it
could assume immediate management.
Meanwhile, the CAB declined Caribair’s
request for a temporary subsidy. The formal Eastern bid did not materialize until
October 27, when Eastern made the offer
Mayaguez, St. Kitts, Dominica,
St. Vincent and Grenada. The biggest
creditor, Banco Popular de Puerto Rico,
was authorized by Caribair’s board to
take control of the failing airline under
the direction of President Rafael
“Papi” Carrion, Jr. The bank put the
Convairs back into service and the routes
were restored.
By October 1969, the second round
of discussions commenced between the
public. It would acquire the company,
including the three DC-9-31s for $10.4
million. As part of the deal, it would
supply management to assist in an
orderly transition. This became known as
the Interim Management Agreement
(IMA), which limited Eastern’s total
financial assistance to Caribair to only
$1 million. Eastern also clearly stated
that a CAB final decision was necessary
by June 30, 1971, or the deal would
27
15
Caribair, continued
be cancelled.
The bank pressured Trigo to sell the
airline to Eastern for this price. The bank
wanted an immediate sale so it could
recover the debt of $14 million; however,
Trigo wanted to declare bankruptcy. Both
the bank and later Eastern opposed any
bankruptcy filing.
Pan Am actually matched Eastern’s
offer. Under the Pan Am plan, Caribair
would remain a local service carrier in
the Caribbean. The CAB hearings in
November dismissed the Pan Am offer.
On November 5, 1970, the CAB found
Caribair to be in dire financial condition
and approved the IMA, pending a final
CAB determination concerning the
merger. This order was made final on
November 22. The agreement was
effective on December 1, and was valid
only to July 1, 1971.
Pan Am and PRINAIR objected to
the order that would contribute to the
delays in a final CAB decision.
Caribair’s identity had to be maintained
during the IMA period until the agency
ruled on the Eastern takeover. Eastern
assigned George Lyall, who later
established Miami Air, to lead the
management team to run Caribair during
this interim period as the Vice President
and General Manager. However, the
losses continued – Caribair lost $14.8
million in 1970.
Eastern adjusted Caribair’s schedules
to better connect with Eastern’s flights at
San Juan. An hourly San Juan–
St. Thomas shuttle was established.
Feeling it was turning a corner with
Eastern’s assistance, Caribair adopted a
new “We’re a lot more airline” slogan
with a new muscle-bound cartoon figure
of a DC-9 jet with beefed-up engines.
In the spring of 1971, a CAB case
examiner recommended approval of the
Eastern acquisition of Caribair despite
continued objections by Pan Am and
PRINAIR. The cash crunch continued
and Eastern was reluctant to spend any
more money. Caribair was down to only
two operational Convair 640Ds and
could not afford to pay for spare parts.
Because of the delays by the CAB in
making a final decision, Eastern was
forced to extend the IMA on a month-tomonth basis beyond its own imposed
28
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AIRLINERS
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June 30 deadline. Eventually the
agreement was extended 18 times, until
April 15, 1973. Eastern’s patience was
wearing thin with the delays. It notified
Caribair it would terminate all financial
assistance after October 31, 1972. Losses
extended to $1.7 million by June 30.
In September 1972, Eastern pressured
Caribair to accept a 50% reduction in the
sale price due to the continued losses,
and delays with the final CAB approval.
Trigo balked at this new proposal.
They were not prepared to take $3
million less. Eastern countered that its
financial assistance was now larger than
what it had agreed to with the initial
acquisition offer.
On August 3, 1972, the CAB voted to
reject the Eastern purchase plan. Puerto
Rican Governor Luis A. Ferre interceded
and asked then President Richard Nixon
to pressure the CAB to overturn the
ruling. The employees were told on
October 31 not to report for work the
following day because the airline was in
limbo, and would have to shut down
unless a last minute decision could resurrect the Eastern purchase. The governor
bailed out the airline with a $100,000
monthly subsidy to keep it running until
a new CAB (hopefully favorable) ruling
arrived. Eastern reluctantly agreed to
extend the Interim Management
Agreement, once again, to January 15,
1973. Eastern also agreed to advance
further financial support until March 16.
By February 28, Eastern had pumped
almost $6 million into the basically
bankrupt regional carrier.
The CAB again rejected the Eastern
acquisition, stating it would hurt Pan Am
in the Caribbean. Caribair wanted to file
for bankruptcy again, but Eastern warned
against this move. Both airlines were
still hoping that President Nixon would
finally overrule the CAB. Ultimately, on
April 11, 1973, Nixon overruled the
CAB and ordered the approval of
Eastern’s 30-month long quest to acquire
the debt-ridden Caribair. The approval,
of course, had strings attached and
Eastern did not get everything it wanted.
The extended cost of keeping Caribair
afloat only added to the purchase cost for
Eastern. Eastern and Caribair finally
agreed to the terms of the acquisition on
May 15; the date of integration was set
for December 2, 1973. After that, the
former Caribair would operate as Eastern
Airlines – Caribair Division. The
DC-9-31s were quickly repainted in
Eastern colors, and all signs of Caribair
quickly disappeared. On December 2,
1973, Caribair’s integration into Eastern
was complete. Caribair had previously
filed for Chapter 7 liquidation on
June 7, 1973, after the Acquisition
Agreement with Eastern was completed,
and Caribair quietly slipped into
aviation history.
The main question that comes to
mind after the Eastern takeover always
concerns whether Caribair could have
survived on its own? “Probably not” is
the answer given by Jose M. Sierra, still
living at age 93. He now regrets the
decision to order the Convair 640Ds that
were one of the major contributing
factors that lead to the demise of the carrier. It was a tough choice between the
Darts and the Allison-powered Convair
580s. The company considered the 580,
but it was deemed to be too heavy for the
Caribair routes. There would be a two- to
four-seat penalty on each flight to
operate the 580s. The Allison engines
had a lower thrust than the Rolls-Royce
Dart engines on the 640D. The Darts
were designed to run hotter in order to
Caribair, Continued
produce a higher thrust. However,
the Darts apparently had a higher
failure rate in the hot section.
Caribair was small enough that
everyone knew each other – it was a
family that cared. The employees
put their heart and soul into the
company each day to keep it going;
it was truly their pride and joy. The
former employees and family
members refuse to let the memory of
Caribair die. In their hearts and
memories, the airline still lives on,
especially on November 11.
Just the Facts
SPECIAL THANKS goes to Billy
Sierra and Jose Alfonso who each
provided most of the information used
in this article along with many historic
photos and many anecdotes about the
airline. Billy is the son of Caribair’s
Executive Vice President and General
Manager, Jose M. Sierra. Jose Alfonso
has acquired an extensive collection of
Caribair material. Both are involved in
the 70th Anniversary of Caribair’s
Founding Reunion in San Juan on
November 11, 2007. For further
information please contact them at
[email protected].
�
Name: Caribbean-Atlantic Airlines,
Inc. - 1938-1973
(Caribair after July 20, 1948)
IATA Code: CB
Head Office/Base: San Juan, PR
Established: 1938
(as the Powelson Line).
On February 27, 1939 it became
Caribbean-Atlantic Airlines, Inc.
Started: 1938
FLEET LIST
Regn.
Model
MSN
Acquired
Disposed
FLN
Notes
The Great
Airline Novel9/22/64
of Our203Time!
13480
WO SJU 9/22/64
Douglas DC-3/C-47
N1597V
C-47A-DK
N16068
DC-3A-191
N18940
DC-3A-197B
N21787
DC-3-313
N25879
DC-3A-197C
N28323
DC-3-277C
N34970
DC-3D
N65389
C-47A-DL
N74620
C-47-DL
N79044
C-47A-DL
N8011E
C-47-DL
1908
2006
2186
2176
2253
42966
19382
4294
9654
4521
9/25/62
4/29/46
9/17/62
5/31/57
/63
12/53
1/12/63
8/17/62
11/4/68
3/31/63
11/4/68
/71
/67
6/63
/71
11/4/68
207
208
200
210
204
206
201
209
202
205
THE TARGET
Owned
Leased
Owned
Leased
Owned
Owned
Owned
Love, Death and Airline Deregulation
Convair 340/440/640
N3406
340-32
N3407
340-32
N3408
340-32
6
4/30/64
20
7/30/65
21“one of the best
7/25/62
airline
books since Ernie Gann’s
“
26
4/12/62
Mighty”
27The High & The
6/1/62
N3409
N3410
N3411
N3412
N3417
N3420
340-32
340-32
340-32
340-32
340-32
340-32
31
32
48
64
N4405
N45003
440-75
440-89
463
440
Douglas DC-9-31
N938PR
DC-9-31
10/1/65
5/15/73
5/15/73
5/15/73
5/15/73
5/15/73
5/15/73
2/8/67
2/66
11/11/67
10/66
3/28/62
— Captain 9/4/62
Kelly Wilson,
EAL, ABX, 10/30/64
Silver Falcon
6/1/67
Never converted
Conv. 11/18/65 (#1)
Conv. 5/17/66 (#5)
WO SJU 1/23/67
Left wing to N3420
Never converted
Conv. 8/19/66 (#7)
Conv. 6/10/66 (#6)
Conv. 3/22/66 (#3)
Conv. 4/21/66 (#4)
Conv. 1/15/66 (#2)
DMGD SJU 4/25/67
LF Gen. Dynamics
LF Gen. Dynamics
LT AC until 12/1/67
Also ONA/Sudflug
N939PR
DC-9-31
47120/209
12/12/67
5/15/73
LT Dominicana
8/1/68 – 11/30/68
www.caddispublishing.com
N967PR
DC-9-31
47121/277
3/23/68
5/15/73
Became N8989E
Codes: Conv. = Converted; DMGD = Damaged; LF = Leased from; LT = Leased to; SJU = San Juan; WO = Written off
by J.R. Hauptman
47098/108
5/15/73
5/15/73
1/23/73
Owned
Owned
5/15/73
A u t o g r a p h e d C o p i e s, A i r l i n e D i s c o u n t s
29
17
2009 Silver Falcons Convention Photo Journal
Adeline & Joe Wolbert
Ann & Stuart Hughes
Beryl & Lee Korb
Buddy & Vicki Davison
Cocktail Party
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Buddy Davison & Ron Russell
Cocktail Party
Carole & Don Thompson
Dana & Jake Jacobus
Dave & Marianne Ingle
Donna & Jerry Thompson, Linda Lauderdale
Dana Jacobus
Cecil & Ethel Sales
Dick Borrellli & J-Ron Wheeler
Kathy & Jerry Williams
Darlene & Hank Sanak
Cocktail Party
19
Don & Marlene Teel
Dick & Jane Borrelli
Donna Russell & Len Seifert
Eilen & Joe Zito
Hospitality Suite
20
Duane & Paul Fischer
Gil & Gaye Gilbert
Hank Sanak & Max Peterson
Donna & Ron Russell
Ethel Sales & Dave Ingle
Hopalong Shoop
Joe & Adeline Wolbert
Jim & Mary Fullerton
Jack & Sandy Coleman
Jay Madala & Linda Lauderdale
Ironman Zito
Jim & Linda Lauderdale
Gretta & John Green
Jack & Shirley Gordon
Jack Gordon, Jim & Linda Lauderdale
Jerry & Kathy Williams, Donna Mergele
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Kathy Williams
Linda & Jim Lauderdale
Kathy & Ed McGarvey
Lea Johnson, Karen Thompson, Mark Johnson
Judy & Ron Shoop
Karla Fratt & Jay Madala
Karen Thompson & Mark Johnson
Lee Korb, Merv Hartwick, Byron Ellis
Longhorn Cowboy
Line Dancers
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Lea Johnson & Karen Thompson
Len Seifert & Jim Fullerton
Max Peterson & Jay Madala
Mark Johnson & Dick Borrelli
Mary Fullerton & Len Seifert
Mark Johnson
Mark’s 9th Anniversary Cake
Len Seifert & Jerry Williams
Mark Johnson & Jerry Williams
Mark Johnson & Cake
23
The Teel Family
Ron & Karla Fratt
Mark Angstadt & Jane Oament
Mike & Donna Gibson
Tom & Terry Rast
Suzette & Byron Elllis
Shirley Gordon & Donna Russell
The Ingles
Ron Shoop, Donna Russell & Lil Ayars
Travis Dugger
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Shirley & Jack Gordon
Nina & Len Seifert
Special Eastern Dessert
Mona Locey & J-Ron Wheeler
Scott & Lil Ayars
Rick Chisholm & Ron Russell
Local Color
Sandy McCulloh & Stu Hughes
Conrad Olson’s Home Grown Band
25
Silver Falcons Annual Business Meeting
Hyatt Place Stockyards Hotel, Ft. Worth, TX
October 31, 2009
President Ron Shoop called the meeting to order at 0905 CDT.
Present were Vice President Sandy McCulloh, Secretary Stuart
Hughes, Financial Officer Joe Zito and Director Hank Sanak
(proxy for Bill Frank).
President Shoop then asked for a financial report. Joe Zito
acknowledged the cost cutting efforts of Dick Borrelli and Paul
Fisher. He thanked all involved for the flower fund contributions
and Maxine Peterson, in particular. The LaFerla Group was also
recognized for their $500 convention contribution and noted that
we had about $30,000 in the checking account, prior to paying
this year’s convention expenses.
in 2008, equally share with REPA the future expense of
maintaining the Bronze Memorial of Deceased Eastern
Pilots.” The motion was seconded by Drawdy and passed
35 For, 7 Against, 0 Abstentions. (Sec. note: it was
erroneously read that the motion passed unanimously). A
little more discussion followed, with the consensus that we
should maintain the dialog with their committee and our
voluntary contributions. A straw poll was taken with the
result that about 4 members would contribute. It was not
determined how many of the members present had already
done so.
New Business
Old Business
Eastern Plaque. President Shoop offered the following motion:
“This Board of Directors has reviewed the “Plaque Motion”
passed at the 2008 Business Meeting and found it to be invalid
under the Silver Falcons Bylaws. Therefore, we move to rescind
said motion.”
This was seconded by Paul Fisher. The President then gave a little
background on our discussions with REPA liaison Bob Drawdy
and how we had previously been asked to share “equally” in the
costs to maintain the project. Distilled to its essence, Drawdy said
that REPA didn’t know what to do about the plaque and that he
would recommend the project be terminated. The Secretary was
then asked to read the 2008 motion proposed by Jim Holder:
“Whereas REPA has for over 30 years maintained at
great expense the Bronze Memorial of Deceased Eastern
Pilots, presently located in the main terminal at the Atlanta
Airport and
Whereas since all deceased Silver Falcons are listed by
name on the Memorial and eventually all Silver Falcons
will be so listed, the Silver Falcons believe it is proper
that our group now contribute to the continuance of this
worthy project.
Therefore be it resolved that the members present at the
2008 Annual Silver Falcons Business Meeting hereby
direct the 2009 Silver Falcons President to promptly
appoint, in accordance with Article X of the Bylaws,
a standing Memorial Committee, consisting of, at the
minimum, a Memorial Committee Chairman and
Be it further resolved that the Silver Falcons Memorial
Committee Chairman then work closely with the REPA
Memorial Committee Chairman in the care, updating and
preservation of the Bronze Memorial of Deceased Eastern
Pilots and
Be it further resolved that the Silver Falcons, commencing
26
Dick Borrelli made the following motion: “I hereby move that
our annual contribution of $1,000 to ALS be renewed.” Second
by Ron Wheeler. Paul Fisher commented that this actually
comes from the flower fund and asked for continued support. The
motion passed unanimously.
Dick Borrelli made the following motion:
“Whereas the Silver Falcons have always guarded and
held dear the privilege of Honorary membership in
our organization and have only allowed two honorary
members to date and
Whereas the Silver Falcons have supported ALS (Lou
Gehrig’s disease) for a number of years as our primary
charitable contribution and
Whereas Mark Johnson has inspired us with his bravery
and attitude while fighting ALS and has supported the
Silver Falcons and has been our skilled and loyal bartender
at many conventions, I hereby move that Mark Johnson
be elected an honorary member of the Silver Falcons.”
Second by Ron Wheeler, passed unanimously.
Ed McGarvey offered the following: “Whereas this organization’s
membership is limited by the average age of its members and we
continue to age and it is desirable to include a new generation
to carry on the tradition of the Silver Falcons, I move that the
Bylaws be amended, to wit: Article III—add a class of non-voting
members known as family members (those related to charter
members) and Article V—add dues for family members to be
at the then current rate of Charter Members.” Second by Lea
Johnson. A short discussion followed concerning voting rights
and age restrictions. The motion then passed unanimously as
stated.
The 2010 Convention. A discussion started about the 2010
Atlanta Convention. Borrelli introduced a motion, seconded by
Madala. It was later withdrawn with the consent of the second
Annual Business Meeting, Continued
after Director Sanak volunteered the Board to be the 2010 host.
We then talked about the 2011 Convention site and the possibility
of having a permanent site such as the Chicago Group uses. This
went over like soap in the gumbo and Lea Johnson moved to
have the Board set the 2011 site, second by Byron Ellis. After a
brief discussion, the members, by acclamation, decided to use the
lunch break to canvas their mates to better determine what they
desired in any given site. Bill Rogers moved to adjourn for lunch,
second by Paul Fisher, passed unanimously at 1055 CDT.
The session resumed at 1132 CDT. There were two offers to host
the 2011 Convention: one from Carole Thompson in SAT and
the other from Jim Fullerton for Branson, MO. Lea Johnson
withdrew his motion with Ellis’ okay and a short discussion
ensued about the possibility of paying some expense money to
a host who did not actually live in the convention city, such as
Branson. The Board will consider these offers in the coming
year.
2008 Business Meeting Minutes. The Secretary was asked to
read the 2008 minutes. Don Teel moved to approve the minutes
without reading. It was seconded by Gil Gilbert and passed
unanimously.
Gil Gilbert offered the following: “Move the Board research and
report at the next convention on the legal way the monies left
in the treasury will be disbursed when the Silver Falcons cease
to exist.” Second by Paul Fisher, passed unanimously without
discussion.
President Shoop noted that Secretary/Director Hughes and
Director McCulloh would be leaving the Board in January and
replaced by volunteers Dave Ingle and Bob Ramsay. The body
approved them by acclamation and applause.
The President introduced Mark Johnson who gave an update on
ALS.
Member Maxine Peterson had requested to address the body and
she came forward with a plea to upgrade the flight attendant’s
status in the organization. Jim Fullerton moved to Amend the
Bylaws to elevate all flight attendants to Charter Membership
status. Second by Bill Rogers, passed unanimously.
Lea Johnson moved to adjourn, seconded by Mark Angstadt
and passed unanimously at 1219 CDT, sine die.
Respectfully submitted,
Stuart Hughes
Secretary
A Guest Post
By Captain Steve Dubner
After reading some of the excepts of Captain Sullenberger’s various speeches, especially those of a few weeks ago with the National
Transportation Safety Board, I would like to add my editorial from
a seasoned international captain.
Captain Sullenberger has been a class act all the way. He’s not
been petty, pious, or egotistical. He is, however, much like most
of the captains I know and, more broadly, most of the pilots I
know. Why? He doesn’t need to be otherwise. When someone
has accomplished what he and the scores of men and women like
him have accomplished, why do we need to boast? He implies that
what he did while serving as the “skipper” of US Airways flight
1549 was simply his job. He is being as honest and accurate as he
can be: “Please, no fanfare, no applause, just doing my job.” But
what he has also alluded to in some of his speeches is that it has
taken years, even decades, to prepare himself for that one single
“lifetime event” of guiding his jet into the safe, smooth landing on
the Hudson River.
What he is not saying is this: We, the airline pilots, are facing
a losing battle in the PR department. You believe that we make
huge salaries and are treated like royalty. Pure fiction. The public
persona or image as propagated by airline management and the
ATA is grossly wrong. Why have we been losing this battle for
such a long time? Simple. Because most of us are like “Sully”; we
don’t want applause or fanfare for doing what we are trained to do.
However, we do realize that we should be fairly compensated for
what we have achieved to get this job and what we continue to do
on a daily basis to keep it. This backlash of pilot bashing is building
to a boiling point.
Regional carriers, like the Colgan Airlines flight in Buffalo, are
simply this: they employ the lowest-bidder pilots. No offense to
them, this is not personal. Don’t make that a distraction to the problem. It is the system that is at fault. Money and profits at all cost.
Airline history lesson 101: It used to be, up until the mid 1980’s, that
a young pilot would be hired on at a major carrier, become a flight
engineer (FE), and then spend a few years managing the systems
of the older-generation airplanes. But he or she was learning all the
while. These new “pilots” sat in the FE seat and did their job, all the
while observing the “pilots” doing the flying, day in and day out.
The FE’s learned from the seasoned pilots about the real-world of
flying into the Chicago O’Hares and New York LaGuardias. They
learned decision making, delegation, and the reality of “captain’s
final authority” as confirmed in the law. When they got the chance
to upgrade, they became a copilot. The copilot’s duty was to assist
the captain in flying; but even during their time as the new copilot,
they had the luxury of the FE looking over their shoulders - i.e.,
more learning. This three-man-crew concept, now a fond memory
in the domestic markets but used predominately in international
flying, was considered one more layer of protection. But it’s gone.
Now domestic flying is being shifted to the regional carriers, like
the American Eagles, Comairs, Mesas, and Colgan Airs, to name
a few. These consist of the lowest bidders and the newest pilots
flying into the harshest of environments. The airline management
teams would respond that it works and that this is routine flying. I
beg to differ.
27
A Guest Post, continued
Analogy: You are told you need open-heart surgery for a quadruple
bypass. I ask that from this date forward you go out and search the
Internet for the cheapest price that you can get, and you rush to
schedule this operation because there are only two dates that you
can get that cheap rate. Done! Do any of us do that? No. What do
we do? We get second opinions, we ask who is the best in town,
etc. We ask: “Is there anyone who has been doing this surgery for
the last 20 to 25 years”? We don’t say, “Let me use someone who
just graduated from medical school and was rushed through residency because it will be cheaper.”
I challenge you on this. Is your life worth less because you are over
the heartland of America in the dark of night rather than climbing
into the skies of Rio over the Amazon or headed out across the
Pacific? It is worth less if you are on the low-cost regional carrier
because you chose to pay less. If you are on the regional carrier
headed to Denver and the engine is on fire, I am sure that it is comforting to know that you saved 15 percent by shopping the Internet
for the cheapest fare. Isn’t it great to know that you have the newest, least-experienced, exhausted, starving young cockpit crew that
this regional airline could find? Good for you!
Why not apply the same logic that the public uses to buy an airplane ticket to this surgery scenario? Bypass surgery is routine,
right? Some surgeons do two, three, or four a day. It must be easy.
To take that a step further, how many surgeons have to retake their
medical boards every nine months in order to be qualified? Airline
pilots do. We are subject to simulator check-rides every nine
months to demonstrate knowledge, proficiency, and ability. How
many surgeons have to take a physical exam every six months by
the A.M.A. in order to work? None! Airline pilots do. Fail your
medical exam and you’re done! How many surgeons (or any other
critical professional like surgeon or politician) are subject to random drug and alcohol testing? None.
Did I say starving? Yeah, I did. Did you know that these regional
crews can work for 12 to 13 hours every day, flying five to eight
legs a day, but their airline does not feel it’s important enough to
provide food for them? They are already on welfare wages, and
now they have to find time and money while on the ground for 25
minutes to simply nourish themselves. It’s a sad state of affairs.
Remember, you bought the cheapest ticket. Why do we do this? We
do this in spite of having lost our pensions, lost 50 percent of our
wages, and our horrible work conditions. Our job is intense. It is
very fatiguing. Our work causes us to break circadian rhythms and
we can’t sleep. I told you, we are dedicated and professional.
Flying across the North Atlantic is routine, right? It wasn’t just
a short few decades ago. We, the pilots, make it routine for you
because we have skills, experience, and training like very few
others. Gifted? No, not many of us are. But dedicated and focused
upon excellence, you bet! I have told my kids one thing many
times since they were little children: “I don’t expect perfection, I
expect excellence.” I expect 100 percent effort in all you do. This
is the creed of every pilot I know.
The public thinks it is entitled to fly anywhere in the country for
$99. Get Real. You get what you pay for. Less airfare means less
pay, less maintenance, and less customer service. Lower fares
mean peanuts are now too expensive and pretzels will cost you. By
the way, the next shoe to drop is for airlines to allow foreign investment. Prepare to have our airlines taken over by foreign governments, robbed of cash, and then disbanded. You will now be flying
on China Eastern, Lufthansa, or British Airways from O’Hare to
Denver. Our jobs and the entire airline industry is about to implode,
just so you can have your $99 fare.
Flying from Chicago’s O’Hare to Denver is routine, right? But it
wasn’t a few decades ago. We, the pilots, make it routine too. But
Transplant Donation Request
To The Silver Falcons,
I was a Flight Attendant for Eastern Air Lines, Kiwi International
and US Airways, with service totaling over 33 years. In 1999 I
found out that I have a rare lung disease called Alpha 1 Antitrypsin
Deficiency. In 2004 it was with great sadness that I was forced into
retirement. This disease has progressed to the point that I need a
double lung transplant. On Friday, September 25th I was put on the
transplant list. They tell me the transplant will probably be within
the next six months.
Humbled and desperately in need of everyone’s help. I will need
help to pay for the high cost of drugs required after surgery. The
cost will be up to $10,000 more than what my insurance will
cover. GA Transplant Foundation was founded to help people
like myself with the high costs of transplantation. They will match
every donation given in my name up to $10,000, but only until
September 14, 2010. This is a non-profit foundation which was
started by a transplant recipient who saw the need.
28
I can’t personally thank all of you, but please know how grateful I
am. No words can express my appreciation for your generosity and
kindness. Please help by passing this on to a friend. I can use all of
the help that I may receive.
You may donate online at www.gatransplant.org/Client/dhurdstrom or if you do not have access to a computer, you may make
a check out to GA Transplant Foundation. In the For/memo line
put D. Hurdstrom and mail it to me at 2263 Kilkenny Way NE,
Marietta, GA 30066-4625.
Thank you from the bottom of my heart, and bless all of you.
Sincerely,
Diane Hurdstrom
Doolittle Raid on Tokyo
This is a really excellent firsthand account by the pilot of aircraft
#13 on the Doolittle Raid off the Hornet in 1942. Take the time and
enjoy a bit of history.
My name is Edgar McElroy. My friends call me “Mac”. I was born
and raised in Ennis, the youngest of five children, son of Harry and
Jennie McElroy. Folks say that I was the quiet one. We lived at
609 North Dallas Street and attended the Presbyterian Church. My
dad had an auto mechanic’s shop downtown close to the main fire
station. My family was a hard working bunch, and I was expected
to work at dad’s garage after school and on Saturdays, so I grew up
in an atmosphere of machinery, oil and grease.
Occasionally I would hear a lone plane fly over, and would run
out in the street and strain my eyes against the sun to watch it.
Someday, that would be me up there! I really like cars, and I was
always busy on some project, and it wasn’t long before I decided to
build my very own Model-T out of spare parts. I got an engine from
over here, a frame from over there, and wheels from someplace
else, using only the good parts from old cars that were otherwise
shot. It wasn’t very pretty, but it was all mine. I enjoyed driving
on the dirt roads around town and the feeling of freedom and
speed. That car of mine could really go fast. 40 miles per hour! In
high school I played football and tennis, and was good enough at
football to receive an athletic scholarship from Trinity University
in Waxahachie. I have to admit that sometimes I daydreamed in
class, and often times I thought about flying my very own airplane
and being up there in the clouds. That is when I even decided to
take a correspondence course in aircraft engines.
Whenever I got the chance, I would take my girl on a date up to
Love Field in Dallas. We would watch the airplanes and listen to
those mighty piston engines roar. I just loved it and if she didn’t,
well that was just too bad. After my schooling, I operated a filling
station with my brother, then drove a bus, and later had a job as a
machinist in Longview. but I never lost my love of airplanes and
my dream of flying. With what was going on in Europe and in Asia,
I figured that our country would be drawn into war someday, so I
decided to join the Army Air Corps in November of 1940. This way
I could finally follow my dream. I reported for primary training
in California. The training was rigorous and frustrating at times.
We trained at airfields all over California. It was tough going, and
many of the guys washed out. When I finally saw that I was going
to make it, I wrote to my girl back in Longview, Texas. Her name is
Agnes Gill. I asked her to come out to California for my graduation.
and oh yeah, also to marry me. I graduated on July 11, 1941. I was
now a real, honest-to-goodness Army Air Corps pilot. Two days
later, I married “Aggie” in Reno, Nevada. We were starting a new
life together and were very happy. I received my orders to report
to Pendleton, Oregon and join the 17th Bomb Group. Neither of us
had traveled much before, and the drive north through the Cascade
Range of the Sierra Nevada’s was interesting and beautiful. It was
an exciting time for us. My unit was the first to receive the new
B-25 medium bomber. When I saw it for the first time I was in
awe. It looked so huge. It was so sleek and powerful. The guys
started calling it the “rocket plane”, and I could hardly wait to get
my hands on it I told Aggie that it was really something! Reminded
me of a big old scorpion, just ready to sting! Man, I could barely
wait!
We were transferred to another airfield in Washington State,
where we spent a lot a time flying practice missions and
attacking imaginary targets. Then, there were other assignments in
Mississippi and Georgia, for more maneuvers and more practice.
We were on our way back to California on December 7th when we
got word of a Japanese attack on Pearl Harbor. We listened with
mixed emotions to the announcements on the radio, and the next
day to the declaration of war. What the President said, it just rang
over and over in my head, “With confidence in our armed forces,
with the un-bounding determination of our people, we will gain the
inevitable triumph. So help us God.” By gosh, I felt as though he
was talking straight to me! I didn’t know what would happen to us,
but we all knew that we would be going somewhere now.
The first weeks of the war, we were back in Oregon flying patrols
at sea looking for possible Japanese submarines. We had to be up
at 0330 hours to warm up the engines of our planes. There was 18
29
Doolittle’s Raid, continued
inches of snow on the ground, and it was so cold that our engine
oil congealed overnight. We placed big tarps over the engines that
reached down to the ground. Inside this tent we used plumbers
blow torches to thaw out the engines. I figured that my dad would
be proud of me, if he could see me inside this tent with all this
machinery, oil and grease. After about an hour of this, the engines
were warm enough to start.
We flew patrols over the coasts of Oregon and Washington from
dawn until dusk. Once I thought I spotted a sub, and started my
bomb run, even had my bomb doors open, but I pulled out of it
when I realized that it was just a big whale. Lucky for me, I would
have never heard the end of that! Actually it was lucky for us that
the Japanese didn’t attack the west coast, because we just didn’t
have a strong enough force to beat them off. Our country was in a
real fix now, and overall things looked pretty bleak to most folks.
In early February, we were ordered to report to Columbus, South
Carolina. Man, this Air Corps sure moves a fellow around a lot!
Little did I know what was coming next!
After we got settled in Columbus, my squadron commander called
us all together. He told us that an awfully hazardous mission was
being planned, and then he asked for volunteers. There were some
of the guys that did not step forward, but I was one of the ones that
did. My co-pilot was shocked. He said “You can’t volunteer, Mac!
You’re married, and you and Aggie are expecting a baby soon.
Don’t do it!” I told him that “I got into the Air Force to do what
I can, and Aggie understands how I feel. The war won’t be easy
for any of us” We that volunteered were transferred to Eglin Field
near Valparaiso, Florida in late February. When we all got together,
there were about 140 of us volunteers, and we were told that we
were now part of the “Special B-25 Project.”
We set about our training, but none of us knew what it was all
about. We were ordered not to talk about it, not even to our wives.
In early March, we were all called in for a briefing, and gathered
together in a big building there on the base. Somebody said that the
fellow who’s head of this thing is coming to talk to us, and in walks
Lieutenant Colonel Jimmy Doolittle. He was already an aviation
legend, and there he stood right in front of us. I was truly amazed
30
just to meet him.
Colonel Doolittle explained that this mission would be extremely
dangerous, and that only volunteers could take part. He said that
he could not tell us where we were going, but he could say that
some of us would not be coming back. There was a silent pause;
you could have heard a pin drop. Then Doolittle said that anyone
of us could withdraw now, and that no one would criticize us for
this decision. No one backed out! From the outset, all volunteers
worked from the early morning hours until well after sunset. All
excess weight was stripped from the planes and extra gas tanks
were added. The lower gun turret was removed, the heavy liaison
radio was removed, and then the tail guns were taken out and more
gas tanks were put aboard. We extended the range of that plane
from 1000 miles out to 2500 miles.
Then I was assigned my crew. There was Richard Knobloch the
co-pilot, Clayton Campbell the navigator, Robert Bourgeous the
bombardier, Adam Williams the flight engineer and gunner, and
me, Mac McElroy the pilot. Over the coming days, I came to
respect them a lot. They were a swell bunch of guys, just regular
All-American boys.
We got a few ideas from the training as to what type of mission
that we had signed on for. A Navy pilot had joined our group to
coach us at short takeoffs and also in shipboard etiquette. We began
our short takeoff practice. Taking off with first a light load, then a
normal load, and finally overloaded up to 31,000 lbs. The shortest
possible take-off was obtained with flaps full down, stabilizer set
three-fourths, tail heavy, full power against the brakes and releasing
the brakes simultaneously as the engine revved up to max power.
We pulled back gradually on the stick and the airplane left the
ground with the tail skid about one foot from the runway. It was a
very unnatural and scary way to get airborne! I could hardly believe
it myself, the first time as I took off with a full gas load and dummy
bombs within just 700 feet of runway in a near stall condition. We
were, for all practical purposes, a slow flying gasoline bomb!
In addition to take-off practice, we refined our skills in day and
night navigation, gunnery, bombing, and low level flying. We made
Doolittle’s Raid, Continued
cross country flights at tree-top level, night flights and navigational
flights over the Gulf of Mexico without the use of a radio. After we
started that short-field takeoff routine, we had some pretty fancy
competition between the crews. I think that one crew got it down to
about 300 feet on a hot day. We were told that only the best crews
would actually go on the mission, and the rest would be held in
reserve. One crew did stall on takeoff, slipped back to the ground,
busting up their landing gear. They were eliminated from the
mission. Doolittle emphasized again and again the extreme danger
of this operation, and made it clear that anyone of us who so desired
could drop out with no questions asked. No one did.
On one of our cross country flights, we landed at Barksdale Field
in Shreveport, and I was able to catch a bus over to Longview to
see Aggie. We had a few hours together, and then we had to say
our goodbyes. I told her I hoped to be back in time for the baby’s
birth, but I couldn’t tell her where I was going. As I walked away,
I turned and walked backwards for a ways, taking one last look at
my beautiful pregnant Aggie
Part 2
Within a few days of returning to our base in Florida, we were
abruptly told to pack our things. After just three weeks of practice,
we were on our way. This was it. It was time to go. It was the
middle of March 1942, and I was 30 years old. Our orders were to
fly to McClelland Air Base in Sacramento, California on our own,
at the lowest possible level. So here we went on our way west,
scraping the tree tops at 160 miles per hour, and skimming along
just 50 feet above plowed fields. We crossed North Texas and
then the panhandle, scaring the dickens out of livestock, buzzing
farm houses and a many a barn along the way. Over the Rocky
Mountains and across the Mojave Desert dodging thunderstorms,
we enjoyed the flight immensely and although tempted, I didn’t do
too much dare-devil stuff. We didn’t know it at the time, but it was
good practice for what lay ahead of us. It proved to be our last fling.
Once we arrived in Sacramento, the mechanics went over our plane
with a fine-toothed comb. Of the 22 planes that made it, only those
whose pilots reported no mechanical problems were allowed to go
on. The others were shunted aside.
After having our plane serviced, we flew on to Alameda Naval Air
Station in Oakland. As I came in for final approach, we saw it! I
excitedly called the rest of the crew to take a look. There below us
was a huge aircraft carrier. It was the USS Hornet, and it looked so
gigantic! Man, I had never even seen a carrier until this moment.
There were already two B-25s parked on the flight deck. Now we
knew! My heart was racing, and I thought about how puny my
plane would look on board this mighty ship. As soon as we landed
and taxied off the runway, a jeep pulled in front of me with a big
“Follow Me” sign on the back. We followed it straight up to the
wharf, alongside the towering Hornet. All five of us were looking
up and just in awe, scarcely believing the size of this thing. As
we left the plane, there was already a Navy work crew swarming
around attaching cables to the lifting rings on top of the wings and
the fuselage. As we walked towards our quarters, I looked back
and saw them lifting my plane up into the air and swing it over the
ship’s deck. It looked so small and lonely. Later that afternoon,
all crews met with Colonel Doolittle and he gave last minute
assignments. He told me to go to the Presidio and pick up two
hundred extra “C” rations. I saluted, turned, and left, not having
any idea where the Presidio was, and not exactly sure what a “C”
ration was. I commandeered a Navy staff car and told the driver to
take me to the Presidio, and he did. On the way over, I realized that
I had no written signed orders and that this might get a little sticky.
So in I walked into the Army supply depot and made my request,
trying to look poised and confident. The supply officer asked
“What is your authorization for this request, sir?” I told him that I
could not give him one. “And what is the destination?” he asked.
I answered, “The aircraft carrier, Hornet, docked at Alameda.” He
said, “Can you tell me who ordered the rations, sir?” And I replied
with a smile, “No, I cannot.” The supply officers huddled together,
talking and glanced back over towards me. Then he walked back
over and assured me that the rations would be delivered that
afternoon. Guess they figured that something big was up. They
were right. The next morning we all boarded the ship. Trying to
remember my naval etiquette, I saluted the Officer of the Deck and
said “Lt. McElroy, requesting permission to come aboard.” The
officer returned the salute and said “Permission granted.” Then I
turned aft and saluted the flag. I made it, without messing up. It was
31
April 2, and in full sunlight, we left San Francisco Bay. The whole
task force of ships, two cruisers, four destroyers, and a fleet oiler,
moved slowly with us under the Golden Gate Bridge. Thousands
of people looked on. Many stopped their cars on the bridge, and
waved to us as we passed underneath. I thought to myself, I hope
there aren’t any spies up there waving.
Once at sea, Doolittle called us together. “Only a few of you know
our destination, and you others have guessed about various targets.
Gentlemen, your target is Japan !” A sudden cheer exploded among
the men.
“Specifically, Yokohama, Tokyo, Nagoya, Kobe, Nagasaki and
Osaka. The Navy task force will get us as close as possible and
we’ll launch our planes. We will hit our targets and proceed to
airfields in China.” After the cheering stopped, he asked again, if
any of us desired to back out, no questions asked. Not one did, not
one. Then the ship’s Captain then went over the intercom to the
whole ship’s company. The loudspeaker blared, “The destination
is Tokyo!” A tremendous cheer broke out from everyone on board.
I could hear metal banging together and wild screams from down
below decks. It was quite a rush! I felt relieved actually. We finally
knew where we were going.
I set up quarters with two Navy pilots, putting my cot between their
two bunks. They couldn’t get out of bed without stepping on me.
It was just fairly cozy in there, yes it was. Those guys were part
of the Torpedo Squadron Eight and were just swell fellows. The
rest of the guys bedded down in similar fashion to me, some had
to sleep on bedrolls in the Admiral’s chartroom. As big as this ship
was, there wasn’t any extra room anywhere. Every square foot had
a purpose... A few days later we discovered where they had an ice
cream machine!
There were sixteen B-25s tied down on the flight deck, and I was
flying number 13. All the carrier’s fighter planes were stored away
helplessly in the hangar deck. They couldn’t move until we were
gone. Our Army mechanics were all on board, as well as our
munitions loaders and several back up crews, in case any of us got
sick or backed out. We settled into a daily routine of checking our
32
planes. The aircraft were grouped so closely together on deck that
it wouldn’t take much for them to get damaged. Knowing that my
life depended on this plane, I kept a close eye on her.
Day after day, we met with the intelligence officer and studied our
mission plan. Our targets were assigned, and maps and objective
folders were furnished for study. We went over approach routes and
our escape route towards China. I never studied this hard back at
Trinity. Every day at dawn and at dusk the ship was called to general
quarters and we practiced finding the quickest way to our planes. If
at any point along the way, we were discovered by the enemy fleet,
we were to launch our bombers immediately so the Hornet could
bring up its fighter planes. We would then be on our own, and try to
make it to the nearest land, either Hawaii or Midway Island.
Dr. Thomas White, a volunteer member of plane number 15, went
over our medical records and gave us inoculations for a whole
bunch of diseases that hopefully I wouldn’t catch. He gave us
training sessions in emergency first aid, and lectured us at length
about water purification and such. Tom, a medical doctor, had
learned how to be a gunner just so he could go on this mission. We
put some new tail guns in place of the ones that had been taken
out to save weight. Not exactly functional, they were two broom
handles, painted black. The thinking was they might help scare any
Jap fighter planes. Maybe, maybe not.
On Sunday, April 14, we met up with Admiral Bull Halsey’s task
force just out of Hawaii and joined into one big force. The carrier
Enterprise was now with us, another two heavy cruisers, four more
destroyers and another oiler. We were designated as Task Force
16. It was quite an impressive sight to see, and represented the
bulk of what was left of the U.S. Navy after the devastation of
Pearl Harbor. There were over 10,000 Navy personnel sailing into
harm’s way, just to deliver us sixteen Army planes to the Japs,
orders of the President.
As we steamed further west, tension was rising as we drew nearer
and nearer to Japan. Someone thought of arming us with some
old.45 pistols that they had on board. I went through that box of
1911 pistols, they were in such bad condition that I took several
of them apart, using the good parts from several
useless guns until I built a serviceable weapon.
Several of the other pilots did the same. Admiring
my “new” pistol, I held it up, and thought about
my old Model-T.
Colonel Doolittle called us together on the flight
deck. We all gathered round, as well as many
Navy personnel. He pulled out some medals and told us how these
friendship medals from the Japanese government had been given
to some of our Navy officers several years back. And now the
Secretary of the Navy had requested for us to return them. Doolittle
wired them to a bomb while we all posed for pictures. Something
to cheer up the folks back home!
I began to pack my things for the flight, scheduled for the 19th. I
packed some extra clothes and a little brown bag that Aggie had
given me, inside were some toilet items and a few candy bars. No
letters or identity cards were allowed, only our dog-tags. I went
down to the wardroom to have some ice cream and settle up my
mess bill. It only amounted to $5 a day and with my per diem
of $6 per day, I came out a little ahead. By now, my Navy pilot
roommates were about ready to get rid of me, but I enjoyed my
time with them. They were alright. Later on, I learned that both of
them were killed at the Battle of Midway. They were good men.
Yes, very good men.
Colonel Doolittle let each crew pick our own target. We chose the
Yokosuka Naval Base about twenty miles from Tokyo. We loaded
1450 rounds of ammo and four 500-pound
bombs... A little payback, direct from Ellis
County, Texas ! We checked and re-checked
our plane several times. Everything was
now ready. I felt relaxed, yet tensed up at
the same time. Day after tomorrow, we will
launch when we are 400 miles out. I lay in
my cot that night, and rehearsed the mission
over and over in my head. It was hard to
sleep as I listened to sounds of the ship.
there was a message in it which said, “From the Hornet to the
Army—Good luck, good hunting, and God bless you.” I still had
a large lump in my throat from reading this, when all of a sudden,
the intercom blared, “General Quarters, General Quarters, All hands
man your battle stations! Army pilots, man your planes!!!” There
was instant reaction from everyone in the room and food trays went
crashing to the floor. I ran down to my room jumping through the
hatches along the way, grabbed my bag, and ran as fast as I could
go to the flight deck. I met with my crew at the plane, my heart was
pounding. Someone said, “What’s going on?” The word was that the
Enterprise had spotted an enemy trawler. It had been sunk, but it had
transmitted radio messages. We had been found out!
The weather was crummy, the seas were running heavy, and the
ship was pitching up and down like I had never seen before. Great
waves were crashing against the bow and washing over the front
of the deck. This wasn’t going to be easy! Last minute instructions
were given. We were reminded to avoid non-military targets,
especially the Emperor’s Palace. Do not fly to Russia, but fly as
far west as possible, land on the water and launch our rubber raft.
This was going to be a one-way trip! We were still much too far out
Part 3
Early the next morning, I was enjoying a
leisurely breakfast, expecting another full
day on board, and I noticed that the ship was
pitching and rolling quite a bit this morning,
more than normal. I was reading through
the April 18th day plan of the Hornet, and
33
and we all knew that our chances of making land were somewhere
between slim and none. Then at the last minute, each plane loaded
an extra ten 5-gallon gas cans to give us a fighting chance of
reaching China.
We all climbed aboard, started our engines and warmed them up,
just feet away from the plane in front of us and the plane behind
us. Knobby, Campbell, Bourgeois and me in the front, Williams,
the gunner was in the back, separated from us by a big rubber gas
tank. I called back to Williams on the intercom and told him to
look sharp and don’t take a nap! He answered dryly, “Don’t worry
about me, Lieutenant. If they jump us, I’ll just use my little black
broomsticks to keep the Japs off our tail.”
The ship headed into the wind and picked up speed. There was now
a near gale force wind and water spray coming straight over the
deck. I looked down at my instruments as my engines revved up.
My mind was racing. I went over my mental checklist, and said a
prayer? God please, help us! Past the twelve planes in front of us, I
strained to see the flight deck officer as he leaned into the wind and
signaled with his arms for Colonel Doolittle to come to full power.
I looked over at Knobby and we looked each other in the eye. He
just nodded to me and we both understood.
With the deck heaving up and down, the deck officer had to time
this just right. Then I saw him wave Doolittle to go, and we watched
breathlessly to see what happened. When his plane pulled up above
the deck, Knobby just let out with, “Yes! Yes!” The second plane,
piloted by Lt. Hoover, appeared to stall with its nose up and began
falling toward the waves. We groaned and called out, “Up! Up!
Pull it up!” Finally, he pulled out of it, staggering back up into the
air, much to our relief!
One by one, the planes in front of us
took off. The deck pitched wildly, 60
feet or more, it looked like. One plane
seemed to drop down into the drink and
disappeared for a moment, then pulled
34
back up into sight. There was sense of relief with each one that
made it. We gunned our engines and started to roll forward. Off to
the right, I saw the men on deck cheering and waving their covers!
We continued inching forward, careful to keep my left main wheel
and my nose wheel on the white guidelines that had been painted
on the deck for us. Get off a little bit too far left and we go off the
edge of the deck. A little too far to the right and our wing-tip will
smack the island of the ship. With the best seat on the ship, we
watched Lt. Bower take off in plane number 12, and I taxied up
to the starting line, put on my the brakes and looked down to my
left. My main wheel was right on the line. Applied more power to
the engines, and I turned my complete attention to the deck officer
on my left, who was circling his paddles. Now my adrenaline
was really pumping! We went to full power, and the noise and
vibration inside the plane went way up. He circled the paddles
furiously while watching forward for the pitch of the deck. Then
he dropped them, and I said, “Here We Go!” I released the brakes
and we started rolling forward, and as I looked down the flight-deck
you could see straight down into the angry churning water. As we
slowly gained speed, the deck gradually began to pitch back up. I
pulled up and our plane slowly strained up and away from the ship.
There was a big cheer and whoops from the crew, but I just felt
relieved and muttered to myself, “Boy, that was short!”
We made a wide circle above our fleet to check our compass
headings and get our bearings. I looked down as we passed low
over one of our cruisers and could see the men on deck waving to
us. I dropped down to low level, so low we could see the whitecap
waves breaking. It was just after 0900, there were broken clouds
at 5,000 feet and visibility of about thirty miles due to haze or
something. Up ahead and barely in sight, I could see Captain
Greening, our flight leader, and Bower on his right wing. Flying
at 170 mph, I was able to catch up to them in about 30 minutes.
We were to stay in this formation until reaching landfall, and
then break on our separate ways. Now we settled in for the
five hour flight. Tokyo, here we come!
Williams was in the back emptying the extra gas cans into
the gas tank as fast as we had burned off enough fuel. He
then punched holes in the tins and pushed then out the
hatch against the wind. Some of the fellows ate sandwiches
and other goodies that the Navy had put aboard for us... I
wasn’t hungry.
I held onto the
controls with a firm
grip as we raced along
westward just fifty feet
above the cold rolling ocean, as low as I dared to fly. Being so close
to the choppy waves gave you a true sense of speed. Occasionally
our windshield was even sprayed with a little saltwater. It was an
exhilarating feeling, and I felt as though the will and spirit of our
whole country was pushing us along. I didn’t feel too scared, just
anxious. There was a lot riding on this thing, and on me.
As we began to near land, we saw an occasional ship here and there
None of them close enough to be threatening, but just the same, we
were feeling more edgy. Then at 1330 we sighted land, the Eastern
shore of Honshu With Williams now on his guns in the top turret
and Campbell on the nose gun, we came ashore still flying low as
possible, and were surprised to see people on the ground waving to
us as we flew in over the farmland. It was beautiful countryside.
Campbell, our navigator, said, “Mac, I think we’re going to be
about sixty miles too far north. I’m not positive, but pretty sure.” I
decided that he was absolutely right and turned left ninety degrees,
went back just offshore and followed the coast line south. When
I thought we had gone far enough, I climbed up to two thousand
feet to find out where we were. We started getting fire from antiaircraft guns. Then we spotted Tokyo Bay, turned west and put our
nose down diving toward the water. Once over the bay, I could
see our target, Yokosuka Naval Base. Off to the right there was
already smoke visible over Tokyo. Coming in low over the water, I
increased speed to 200 mph and told everyone, “Get Ready!”
Part 4
When we were close enough, I pulled up to 1300 feet and opened
the bomb doors. There were furious black bursts of anti-aircraft
fire all around us, but I flew straight on through them, spotting our
target, the torpedo works and the dry-docks. I saw a big ship in
the dry-dock just as we flew over it. Those flak bursts were really
getting close and bouncing us around, when I heard Bourgeois
shouting, “Bombs Away!” I couldn’t see it, but Williams had a
bird’s eye view from the back and he
shouted jubilantly, “We got an aircraft
carrier! The whole dock is burning!” I
started turning to the south and strained
my neck to look back and at that
moment saw a large crane blow up and
start falling over!... Take that! There
was loud yelling and clapping each
other on the back. We were all just
ecstatic, and still alive! But there wasn’t much time to celebrate.
We had to get out of here and fast! When we were some thirty miles
out to sea, we took one last look back at our target, and could still
see huge billows of black smoke. Up until now, we had been flying
for Uncle Sam, but now we were flying for ourselves.
We flew south over open ocean, parallel to the Japanese coast all
afternoon. We saw a large submarine apparently at rest, and then
in another fifteen miles, we spotted three large enemy cruisers
headed for Japan.
There were no more bombs, so we just let them be and kept on
going. By late afternoon, Campbell calculated that it was time to
turn and make for China. Across the East China Sea, the weather
out ahead of us looked bad and overcast. Up until now we had not
had time to think much about our gasoline supply, but the math did
not look good. We just didn’t have enough fuel to make it!
Each man took turns cranking the little hand radio to see if we
could pick up the promised radio beacon. There was no signal.
This is not good. The weather turned bad and it was getting dark,
so we climbed up. I was now flying on instruments, through a dark
misty rain. Just when it really looked hopeless of reaching land, we
suddenly picked up a strong tailwind. It was an answer to a prayer.
Maybe just maybe, we can make it!
In total darkness at 2100 hours, we figured that we must be crossing
the coastline, so I began a slow, slow climb to be sure of not hitting
any high ground or anything. I conserved as much fuel as I could,
getting real low on gas now. The guys were still cranking on the
radio, but after five hours of hand cranking with aching hands and
backs, there was utter silence. No radio beacon! Then the red light
started blinking, indicating twenty minutes of fuel left. We started
getting ready to bail out. I turned the controls over to Knobby and
crawled to the back of the plane, past the now collapsed rubber gas
tank. I dumped everything out of my bag and repacked just what
35
I really needed, my .45 pistol, ammunition, flashlight, compass,
medical kit, fishing tackle, chocolate bars, peanut butter and
crackers. I told Williams to come forward with me so we could all
be together for this. There was no other choice. I had to get us as
far west as possible, and then we had to jump.
At 2230 we were up to sixty-five hundred feet. We were over land
but still above the Japanese Army in China. We couldn’t see the
stars, so Campbell couldn’t get a good fix on our position. We
were flying on fumes now and I didn’t want to run out of gas
before we were ready to go. Each man filled his canteen, put on his
Mae West life jacket and parachute, and filled his bag with rations,
those “C” rations from the Presidio. I put her on auto-pilot and we
all gathered in the navigator’s compartment around the hatch in the
floor. We checked each other’s parachute harness. Everyone was
scared, without a doubt. None of us had ever done this before! I
said, “Williams first, Bourgeois second, Campbell third, Knobloch
fourth, and I’ll follow you guys! Go fast, two seconds apart! Then
count three seconds off and pull your rip-cord!”
We kicked open the hatch and gathered around the hole looking
down into the blackness. It did not look very inviting! Then I looked
up at Williams and gave the order, “JUMP!!!” Within seconds they
were all gone. I turned and reached back for the auto-pilot, but
could not reach it, so I pulled the throttles back, then turned and
jumped. Counting quickly, thousand one, thousand two, thousand
three, I pulled my rip-cord and jerked back up with a terrific shock.
At first I thought that I was hung on the plane, but after a few
agonizing seconds that seemed like hours, realized that I was free
and drifting down. Being in the total dark, I was disoriented at first
but figured my feet must be pointed toward the ground. I looked
down through the black mist to see what was coming up. I was in a
thick mist or fog, and the silence was so eerie after nearly thirteen
hours inside that noisy plane. I could only hear the whoosh, whoosh
sound of the wind blowing through my shroud lines, and then I
heard a loud crash and explosion. My plane!
Looking for my flashlight, I groped through my bag with my right
hand, finally pulled it out and shined it down toward the ground,
which I still could not see. Finally I picked up a glimmer of water
and thought I was landing in a lake. We’re too far inland for this
to be ocean. I hope! I relaxed my legs a little, thinking I was about
to splash into water and would have to swim out, and then bang. I
jolted suddenly and crashed over onto my side. Lying there in just
a few inches of water, I raised my head and put my hands down
into thick mud. It was rice paddy! There was a burning pain, as
if someone had stuck a knife in my stomach. I must have torn a
muscle or broke something.
I laid there dazed for a few minutes, and after a while struggled up
to my feet. I dug a hole and buried my parachute in the mud. Then
started trying to walk, holding my stomach, but every direction I
moved the water got deeper. Then, I saw some lights off in the
distance. I fished around for my flashlight and signaled one time.
Sensing something wrong, I got out my compass and to my horror
saw that those lights were off to my west. That must be a Jap patrol!
How dumb could I be! Knobby had to be back to my east, so I sat
still and quiet and did not move.
It was a cold dark lonely night. At 0100 hours I saw a single light off
to the east I flashed my light in that direction, one time. It had to be
36
Knobby! I waited a while, and then called out softly, “Knobby?”
And a voice replied “Mac, is that you?” Thank goodness, what a
relief! Separated by a wide stream, we sat on opposite banks of
the water communicating in low voices. After daybreak Knobby
found a small rowboat and came across to get me We started
walking east toward the rest of the crew and away from that
Japanese patrol. Knobby had cut his hip when he went through the
hatch, but it wasn’t too awful bad.
We walked together toward a small village and several Chinese
came out to meet us, they seemed friendly enough. I said, “Luchu
hoo megwa fugi! Luchu hoo megwa fugi!” meaning, “I am an
American! I am an American!” Later that morning we found the
others. Williams had wrenched his knee when he landed in a tree,
but he was limping along just fine. There were hugs all around. I
have never been so happy to see four guys in all my life!
Well, the five of us eventually made it out of China with the help
of the local Chinese people and the Catholic missions along the
way. They were all very good to us, and later they were made to
pay terribly for it, so we found out afterwards. For a couple of
weeks we traveled across country. Strafed a couple of times by
enemy planes, we kept on moving, by foot, by pony, by car, by
train, and by airplane. But we finally made it to India.
I did not make it home for the baby’s birth. I stayed on there flying
a DC-3 “Gooney Bird” in the China-Burma-India Theatre for the
next several months. I flew supplies over the Himalaya Mountains,
or as we called it, over “The Hump” into China. When B-25s
finally arrived in India, I flew combat missions over Burma, and
then later in the war, flew a B-29 out of the Marianna Islands to
bomb Japan again and again.
After the war, I remained in the Air Force until 1962, when I
retired from the service as a Lt. Colonel, and then came back to
Texas, my beautiful Texas. First moving to Abilene and then we
settled in Lubbock, where Aggie taught school at MacKenzie
Junior High. I worked at the S&R Auto Supply, once again in an
atmosphere of machinery, oil and grease.
I lived a good life and raised two wonderful sons that I am very
proud of. I feel blessed in many ways. We have a great country,
better than most folks know. It is worth fighting for. Some people
call me a hero, but I have never thought of myself that way, no. But
I did serve in the company of heroes. What we did, will never leave
me. It will always be there in my fondest memories. I will always
think of the fine and brave men that I was privileged to serve with.
Remember us, for we were soldiers once and young. With the loss
of all 16 aircraft, Doolittle believed that the raid had been a failure,
and that he would be court-martialed upon returning to the states.
Quite to the contrary, the raid proved to be a tremendous boost to
American morale, which had plunged following the Pearl Harbor
attack. It also caused serious doubts in the minds of Japanese
war planners. They in turn recalled many seasoned fighter plane
units back to defend the home islands, which resulted in Japan’s
weakened air capabilities at the upcoming Battle of Midway and
other South Pacific campaigns.
Edgar “Mac” Mc Elroy, Lt. Col., U.S.A.F. (Ret.) passed away at
his residence in Lubbock, Texas early on the morning of Friday,
April 4, 2003.

Fall - The Silver Falcons

Transcription

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